CORRECTIONS: I made some mistakes in the video and thanks to the great feedback I have received, the following corrections need to be made. 1. When using an EVSE compliant AC charging station or cord set, this equipment (EVSE) is not technically considered a charger. Instead, it passes the AC power to the vehicle's on-board charger where it is converted to DC power to charge the vehicle's battery. 2. Control Pilot (CP) Contact #4. - For AC Level 1 and AC Level 2 charging, the vehicle does not signal the EVSE how much current it needs. Instead, the external equipment (EVSE) signals the vehicle how much current it is capable of providing. Next, the vehicle's on-board charging module takes whatever amount of current it needs up to that limit. - For DC Level 1 and DC Level 2 charging, the off-board charger signals the vehicle that Power Line Communication (PLC) is necessary. Using PLC over the Control Pilot (CP) circuit, the vehicle's on-board power line communication module tells the off-board DC charger how much current to supply to charge the vehicle's battery. 3. Proximity Detection (PD). Contact #5 of the J1772 charge coupler (CCS Receptacle) uses Proximity Detection (PD), not Proximity Pilot (PP). Proximity Detection detects the connection to the vehicle (as described in the video). Proximity Pilot (PP) is not used in the USA, it is used in some other countries where the charging coupler cable from the EVSE to the vehicle can be swapped to another cable which may or may not be able to carry the same current. The Proximity Pilot signal indicates how much current the cable can handle. 4. Tesla Models S, X, and 3 OBCM is rated at a maximum of 240V x 48A = 11,520 Watts or 11.52 kW 5. I have updated my graphic of the J1772 DC Level 2 Charge Coupler. You can download it here: weberstate.box.com/s/wcksjm6j80ubrqdqkqr8sy8o6vhlgr0t
@WinterHell Now it's pinned. But there are still errors in this correction: 1) Control pilot: there is an additional limit in the AC charging current, that is set by the used charging cable that connects the vehicle inlet and AC charging outlet. Imagine a case where the AC charger in the vehicle can accept 80A, the J1772 outlet provides up to 80A (and is configured that way) but the used AC charging cable is only suitable for 40A. In this case a resistance coding in the cable pulls down the voltage of the PWM signaling over CP for the max amperage to 40A. With the reason being that in AC charging, customers bring along their AC charging cable, this case of an under-rated AC cable can happen and is important to take into accont. It is also the reason, why newer AC chargers (and Tesla from day one of their Destination chargers) use AC cables fixed to the infrastructure side. It's more convenient (as long as people accpept cables flying around at charging lots all the time and not only when a car is charging) and it reduces the risk of people getting slow charging speed just due to a cable being used with too low amperage. But the primitive AC charging system is safe even for that case. 2) The CCS graphics is still incorrect. As in practice Tesla Model 3 vehicles with the Long Range battery charge at up to *500 Ampere* over the (liquid-cooled) DC contacts of a CCS plug/inlet. See this video example from Germany for reference: ua-cam.com/video/_xIeECl8uxE/v-deo.html Tesla Model 3 Long Range with a CCS combo 2 inlet, ionity Charger with CCS combo 2 connector. DC charger made by Tritium or ABB Terra. So contacts 6 and 7 of the CCS plug can accept 500 A with the right connectors and inlets, not only 400A as stated in the graphics. If you are interested, check the CCS connectors of your ElectrifyAmerica CCS chargers over in the US. I know, that in the US, there is CCS Combo Type1 and not CCS Combo Type 2 as here in Europe. But the spec for the DC contacts (that are shared) should be the same. Please get the newest version of the CCS standard. 3) For clarity, all AC and DC charging power values should be stated as voltage x amperage = charging power. This way, people get the limitations in amperage and voltage much better. Like 1 phase, 120V AC * 16A = 1920 W= 1,92 kW AC. 1 phase, 240V AC * 80A = 19200 W= 19,2 kW AC. It makes clear, how these values are calculated. 600V DC * 80A = 48 kW DC. Almost nowhere used. For 96s Li-Ion batteries: 400V DC * 60A peak = 24 kW DC peak. home or residential DC chargers 400V DC * 125A peak = 50 kW DC peak. suburbian DC chargers 400V DC * 200A peak = 80 kW DC peak. city DC chargers 400V DC * 365A peak = 145 kW DC peak. Tesla Superchargers V2 400V DC * 400A peak = 160 kW DC peak. early long distance chargers 400V DC * 500A peak = 200 kW DC peak. more recent long distance chargers For 108s Li-Ion batteries: 450V DC * 60A peak = 27 kW DC peak. 450V DC * 125A peak = 56 kW DC peak. 450V DC * 200A peak = 90 kW DC peak. 450V DC * 400A peak = 180 kW DC peak. 450V DC * 500A peak = 225 kW DC peak. For future batteries: 1000VDC * 400A peak = 400 kW DC peak. 1000VDC * 500A peak = 500 kW DC peak. The DC chargers have an additional limitation in their uplink, that they will enforce. I recommend the additional lines with 400VDC as a typical voltage resulting from the charging voltage being slightly higher than about 96 cells of Li-Ion batteries in series at about 50% SoC, as used in so many battery-electric cars. And with amperage values from common DC connectors. In the end, this practical limit is much more relevant than the limits of the standard itself. Because apart from Porsche Taycan, there are no vehicles with 700-800V DC yet. Let's wait and see, what Tesla Cybertruck will offer in that regard. :-)
Given the number of conceptual errors in this particular video, for "Gold standard" these videos should have been peer-reviewed before being broadcast. And instead of a pinned comment, videos with such basic errors should be withdrawn, corrected inside the video itself with new wording and footage and then released again.
@@koeniglicher UA-cam no longer allow changes to a video once it has been released. I am working on an updated version to replace this one for the 46 people out of 40,000 who noticed them as of today. Thanks for your feedback.
@@WeberAuto the corrections are not really for the 46 people who noticed errors - they're for the 39,954 people who didn't know that those things were incorrect and would be misled (at least in some minor way) by the original video.
There really IS a "Level 3 Charging"...It's just not recognized by the Society of Automotive Engineers ;-) It comes down to communicating a message. If the vast majority of people understand that "Level 3 charging" is done via DC current, then for all intents and purposes, there IS a level 3 charging. I guess it can be referred-to as 'slang', but the use of words are all about getting the proper message across. I totally see where you are coming-from though! Thanks for the awesome videos! (PS: I wrote this after watching 34 seconds of this video, I reserve the right to retract my comment :-) Professor Kelly, you are one smart guy. I wish I had you as a neighbor. I would be tapping into your knowledge constantly. I own a Chevy Bolt. Your expertise in this field far exceeds anyone I have ever come across, on UA-cam or otherwise. I occasionally forward your best videos to the local Electric Car Association. This will be one of them. A definite thumbs-up.
True that popular use of "level 3" is now level 2 DC (which I call DCFC). But What will happen when actual level 3 begin to be deployed? it will cause whole lot of confusion for L3AC and if the connectors / protocol are different from L2DC. Better to encourage the use of correct terminology now.
@@soyguikai, AC Level 3 is anything over 18kW . To go over level 3-phase power is used. And yes there currently are on board charger capable of using 3 phase power over 18kW
Eh most americans want it as simple as possible. Like a gas car they dont want to think of it they just want to plug it and charge it in a couple minutes. Most people find even ten minutes too long and though theres research that has achieved that by heating the battery to 60 Celsius charging hard for ten min then discharging the heat quickly to minimize plating its still ten minutes minimum with lithium ion. Oh and dont expect that ten min time for a few years unless solid state comes out before the slated 2024 release. Personally im in new Hampshire so if i could find a chatger that does it in less then 8 hrs id be happy😞
Thanks to You, Prof. Kelly, I have a 2021 Chevrolet Bolt parked in my garage. I purchased the car with a Level 2 charger by Webasto (TurboDX). My garage had 100 amp 240v service supplied from 200 amp distribution box via a buried cable to the garage breaker box. Car & charger are working perfectly. Had a nice road trip yesterday from Midvale to Antelope Island ranch & back. I averaged 4.7 mi/kw on the excursion. Love my new GM electric car with all its brilliant engineering. One pedal driving is my preferred operation mode.
Thank you. I am recommending this educational video to EVERY EV driver I know! As secretary of the West Virginia Electric Automobile Association, I shall distribute this recommendation to all our members.
West Virginia has some lovely curvy roads to drive fast in an EV.. BUT, that charging availability is horrifying as I find it a travesty that my vehicles range estimator in my Chevrolet Bolt is determined by the last 50 miles. When you hit a 8% incline with a 5 miles length it will make your eyes bulge as you go "heck nah, impossible to make it." I know plug share will show you the inclines but how the heck do we not have access to precise power consumption over specific mountainous spans with every possible variables altering range documented.
Watching this from my Model 3 Performance while charging. I remember when going to school at WSU I made the prediction that within 10 years we'd start seeing mass production electric cars... generally, Klein and Stuart disagreed. Along with the rest of the class. But I truly believed it was the next evolution of transportation. Fast forward 10 years and I'm driving that car and loving it. Tesla has up to 250KW available now. It's amazing.
@@WeberAuto Same. Bet many who own these vehicles do not know this much detail on the charging rates, plug pin layouts etc. Very thorough and informative!
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The must complete explanation related to this connectors I've found, thanks for the detailed explanation
Thank you, Professor Kelly, for sharing your knowledge about and enthusiasm for EVs. As the owner of a 2019 Chevrolet Bolt EV, I've gained a better understanding about the workings of EVs in general and my Bolt EV in particular through your videos. Best wishes and thanks to you and your fellow educators for everything you do for the community.
I was never a car head and still do not consider myself one. But I have watched many of your Bolt videos from beginning to end. This is yet another great addition. Also, I can see that you are kindly responding to all of your comments, which is no small feat with the popularity of your channel. If I may, I would suggest pinning your corrections to the top of the comment feed. They're great to see and might also cut down on the number of repeat comments of people posting their own corrections. Thanks for the video and what you're doing to educate people.
A good video. I enjoy your video's and glad to see you back in action. I have a few comments. As an engineer that works with electrical device certification I just want to point out that there are many NRTL's (Nationally recognized testing laboratories) that are governed by ANSI to do certifications in the US. Not just UL or ETL. There are many others such as CSA and FM for example. A CSAus certification is an ANSI recognized certification mark for the US. Also for L1 and L2 AC charging the EVSE cannot limit current to the car. Current is limited by the OBCM. The 1khz PWM signal from the EVSE tells the car how much current is available by the EVSE and the OBCM will restrict current flow based on that signal (if needed). The EVSE is really just a switch with built in ground fault protection and ground continuity detection. Thank you for this video I did learn a couple of things especially about the history of the standard.
@@WeberAuto Of note here is a list of NRTL's for the US. Thought of note the scope of that testing agency needs to cover the standards used for EVSE's. Also in addition the US and Canadian standards for EVSE's are harmonized (joint standards). www.osha.gov/dts/otpca/nrtl/nrtllist.html
That's what I was going to write, you saved me the trouble. I learned about other certified labs when talking to a above ground tank manufacturer that self certifies. He doesn't want to pay the big UL fee, so he started his own lab and got it certified. The government is not allowed to tell a buyer which company they must buy from, this includes certification labs. Great video, thank you!
Thank you sir, for your videos,I have seen them and feel they actually helped quite a lot in understanding exactly what it is inside a PHEV or EV. I am from India and work at a major OEM and there aren't a lot of EVs or even PHEVs around so as to see an opened up one. I have read, studied and even driven them but your videos with the vehicles opened up, explaining each subsystem really helps newbies grasp the tech better. Thank you for your videos👍👍👍
Welcome back, edit All homes in many countries including Australia have 220/240volts as standard all through the house, I believe Europe and china are the same I charge my Ev from my heavy duty 15 amp socket I had installed for my welder and compressor. Its really great to see an new video from Weber Auto.ps. At my off grid beach house, I use a variable 6/8/10 amp charge controller at 6 amps so I do not draw to much from the House Batteries.
Interesting that folks noticed the small speed increase, I use 1.5x playback speed for all but music videos and hadn't even noticed. Welcome back, glad your on the mend, your lessons haven't lost a step, Thx.
Thank you for this. Reminds me of people calling a Tesla wall connector ( EVSE) a charger. The charger ( on board module) is actually contained in the vehicle itself. The wall connector would be AC. Great stuff.
You have a small error. The control pilot signal is generated by the external charger, not by the vehicule. It’s used to tell the vehicule what is the maximum current that is supported by the external charger.
This is a bit more complicated and both of you are correct :) For AC charging, the EVSE signals to the vehicle the maximum current can supply, and the vehicle draws as much as it needs, but no more than the signaled maximum current. For DC charging, the vehicle signals the EVSE how much current it needs, and the EVSE adjusts its output to provide the requested current.
@@000OO0OOO0 that's correct. The car does not know how much power the DC charging station can provide, just tells the station what the battery can handle and checks that the charging station is within the limits. This leads to some issues, a Tesla Model 3 for example tries to heat up the battery even if it's able to receive the maximum charging power, the station can provide. This is currently wasting 7 kW of energy on low power stations and thus increase the charge time significantly.
@@RubenKelevra would heating the battery help with degredation or at that point not make a difference? Just curious Edit: like would that increase or decrease the plating effect over time not referring to dendrites growing through the battery.
thanks for this! I've been driving 100% electric for 6 years now, and this helps explain a lot. Especially as EV's become more mainstream and people are asking me questions about all the new terms and acronyms that go with these. Some you need to know, and others are just good to know to understand what's happening. Although I think the "level 3" is a generic term used to explain to the EV virgins a speed rating, as you can get L1 and L2 at your house, but if you want faster you need a "L3" station (usually a DCFC or Supercharger) since that's what people really want to hear. Not "Level 2 slow" or "Level 2 fast" in Jo Public terms. :P
I have used the paddle type on the Nissan Leaf vehicles we had at the L.A. D.W.P yard. That was back around 2010/2014. That charger only charged the high voltage battery and not the 12 volt battery. Now that was the earlier Leaf's. I don't know about the later ones. Good thing the 12 battery was accessible from under the hood and not like the Prius in the back of the car. Course, opening the hood, then open the underhood fuse box and there was the bolt with a larger gauge wire that came from the 12 volt battery. Jump starting was accessible at that bolt and body ground. Thankyou for the info, good to see you back again!
Have watched your videos regarding electric cars and think they are the absolute best out there. You cut through the extreme complexity of these vehicles and present them to the rest of us in a very understandable format. I've learned a lot by watching them and have had a large number of my questions answered. Thanks so much for these wonderful videos!
To answer your last comment, yes this was worth my time. Thanks for this excellent presentation. I am just an interested owner but also a militant for electrifying our energy and transportation system there were some things that were beyond my pay grade. But you have such a matter of fact approach to explaining things that I feel that I can at least know what I'm talking about when I talk with different groups. I am promoting Windyday Concept which would work on the supply side of battery production. I want all cities in all countries to build worker coop factories for batteries, solar panels, wind & tide turbines, as well as training for EV mechanics as well as converting ICEV vehicles to electrical (trucks, buses, Wide Body 737-Max, etc.). BTW I just had a revelation last night since I talked with the two groups that are crusading for climate action. Both Fridays for Future and Extinction Rebellion have never supported Windyday and I wondered why. I also have noticed that there is disinformation on the internet provided by our "higher" educational institutes about all aspects of renewable energy. Did you know that batteries can't be recycled, they use child labor, they are full of toxic chemicals, and use too much fossil fuels to produce? You know that this is all false if you had followed this world before 2017. But now this is all the approved conversation that people have. The fossil fuel lobby has projected all of the faults of their products onto renewable energy so that your children crusaders hate the solution more than the problem. I hope that you stay true to your principles and don't become a whore for the oil lobby. I talked with one Swiss researcher that authored a paper negative on batteries, and he admitted that he felt ashamed for what he had done.
Thanks, John. Due in part to your videos I bought a used Bolt Premier. AND since my job offers free Level 2 charging, it's basically a wash when comparing the gas I no longer need to buy and the car payment. If I were to also take the lack of needed maintenance, I'm ahead to some extent..
When petrol was $3.11/USgal, it cost me 15% as much money to charge my Leaf for my commute as it did to fuel my ICE car for the same commute. I suspect you are further ahead than you realise. Welcome to the EV world!
@@stevejordan7275 Thanks. Actually I started with a no-payment Buick and then added a used Volt with a payment. I traded the Volt for the Bolt and since I charge for free at work, the math shows I'm basically driving a pretty new car for free. Additionally, my son needs a car so I can now give him the Buick. The only required service on these EV's is to change the tires and add washer fluid. Ok..I guess I proved you're right which was not what I had in mind originally...
@@georgemartin1436 And wiper blades. After 100K km, I had to replace those. Also, because I have some degree of self-respect, I replaced the horn for $US16 (45 minutes and a screwdriver.) (Not the alcoholic kind.) The stock horn on the Leaf would be embarrassing on a clown car. ua-cam.com/video/NPIU3Qxlees/v-deo.html
Hey professor: might want to get ahead of the curve and have a brief video about the 2MW truck charging standard, given what's coming up from Tesla next week. Great video, this one - reminds us of the quality content we've been missing. Welcome back!
Two years later, the nonsense about "what's coming up from Tesla next week" is hilarious. No truck is coming from Tesla, but ever-increasing voltage and current limits will be the reality of EV charging - of vehicles of various brands - for some time. As Prof. Kelly explained, the standards evolve to accommodate those changes.
THANK YOU -- I am so fortunate to be able to watch your EV videos. I have a 2014 Toyota Rav 4 EV (the one with the Tesla electrical system). I have learned so much from your videos. THANK YOU THANK YOU
Quick addition. As well as UL and Intertek, CSA also approves equipment for use in Canada and the United States. Like the UL symbol, there are small letters either before and/or after covering the country approval. It's all about different testing labs testing equipment to a particular country's standards. When UL tests equipment to Canadian standards, the label will also show ULc, and likewise when CSA tests equipment to US standards, they add a small us after the logo. Manufacturers then only have to go through one testing agency to obtain approval for both countries. Over a decade ago, both CSA and UL were quite slow, expensive and difficult to work with. Intertek came along and with their approved testing facilities they took a lot of the business away. I believe UL and CSA cleaned up their act when faced with the competition.
I appreciate the corrections, and the professional responsibility to make those corrections. They're extensive enough that it might make sense to make a new version, incorporating those corrections and updating the information... then flag this one as obsolete. If you do another one, consider taking the approach of explaining that in any system there must be some conversion of the power supply (usually AC, various voltages) to the battery voltage (DC, usually higher than the supply voltage). Then you could explain that in "AC charging" (AC Levels 1 & 2) the supply is AC - passed on to the vehicle by the EVSE unchanged - and the conversion is done by the onboard charger; in common DC charging the conversion is done by the external charging station, with the connection to the vehicle just passing that through. In both cases, the charger (converter) determines the charging rate, under the control of the vehicle's computer and limited to what the EVSE can supply and to what the charger can handle.
I always look forward to your videos. I think you have the best presentation style of anyone on UA-cam. The content is always interesting, informative and educational. Thank you for sharing, professor.
Thanks for the clarification. I had read about Level 1 & 2 DC fast charging and wasn’t sure how they fit into the scheme of things. One comment though. You keep referring to plugging into an AC charger, but it is my understanding that when charging with AC, the charger is actually the on-board charging module. The box plugged into the wall (or wired to the electrical panel) is actually called an EVSA (which you mentioned later without much detail) since it doesn’t actually charge the battery but instead acts as an adapter and tells the on-board charging module how much current it is allotted to draw. In the case of DC fast charging, you are bypassing the on-board charging module, so in that case, you are plugging the car into a charger. I bring this up because if we are going to be clear about L3 charging, we should also be clear about what is and isn’t a charger.
I was at a Seminar here in Germany Held by Bosch and the Tutor said, there's enough money to milk from Diesel engine industry in consumer vehicles that they think it'll still be Produced till 2029. It's really depressing to know it's all about the money and they care less about developing solutions for the Environment.
It's Ders Mane That is, politely, a load of crap. That is a lie from the Scumbags who still flog this garbage, a desperate falsehood to stay alive. While they shovelled us BS about CO, hoping that horrible NO numbers wouldn't be noticed, all Diesel engines emit particulates in the 2.5 microns size range, smaller than a HEPA can remove. Diesel is, in no uncertain terms, a Turd that cannot be polished, in spite of the string of lies they continue to push. No matter, none of that ancient crappy technology will be permitted in cities soon.
PWM is controlled by the charging station/charge point when charging AC (alternating current). The pulse informs the on board charger what the maximum current draw is. The charge point can not regulate the current flow, but the inverter in the car can.
I've still haven't finished the video, but I already know that, as always, it will be full of great informations, so thank you in advice! However, I'm writing because there's something I noticed: is it just me or the video is sped up? Edit: Now I finished watching it, great video as usual!
@@WeberAuto Thanks for the answer! And let me tell you that your normal voice is calm, relaxing and very easy to follow. It's one of the many reasons that people get so into your explanations that they watch 2 hours long videos without even noticing how much time has passed!
I was just going to say the same , or nearly. Our professor is always on top on how to explain really messy things like that. Oh , BTW I'm in Italy where PHEV are really really rare apart from very polluted cities. I'm following the professor from early Prius transmission explanation and so I had the chance of educate some around here about the "ev car next day" that the media all are talking about
As always, thank you for the best explanation to this system. We are in a project to repower a catamaran from diesels to Tesla Model 3 RWD motors. We are using EV-Controls T-2C controller. We can’t identify the pin outs for the Charge Port ECU’s perpendicular 10 pin single row connector. We assume the two double row connectors are for door port and plug port. We can’t find a pin out for the single row connector. We though you may be able to identify the pins that go to Battery penthouse connector X098 Sumitomo 6189-707 and attach to: Pin 6 and Pin 7 (TP) CAN L and CAN H Pin 11 Latch Pin 10 Fault We also don’t know if other pins in the single row connector are needed for other purposes, such as 12v in or whatever? Thanks for your help.
Thank you for your outstanding presentations. I cant wait for EV's to come to South Africa. I plan to convert my old Peugeot Boxer 2.2 Diesel 2004 RV to EV.
I have checked out the standard ( SAE J1772). The charger generates a square wave to indicated the maximum current the car can take, the car alters the pilot voltage using a voltage divider.
Perhaps it would be a great follow-up to cover the definitions and applicability of Mode 1 to 4? Levels 1-2 are not heard here in NZ for some reason. Another point, Type 2 connectors obviously don't have a pushbutton on the plug. What happens in the Kona is that when the car is unlocked (by any means, remote or door switch, even if already unlocked) the OBC drops the AC draw down to 0.5 kW for about 15 seconds. It also unlocks the solenoid-operated plug lock for that period. The idea is that you can do what is essentially a 'hot' unplug without breaking enough current to draw an arc. By J1772 (if I'm not mistaken) the contactor must drop out within 100ms of CP being opened, but you would easily beat that in a normal unplug operation. Third point, regarding the Kona OBC, the nameplate rating specifies DC output power (7.2 kW) rather than AC input power, presumably because that's the side of power conversion where the voltage and current limits are regulated. That rating might be true with other OBC units as well. FYI, Hyundai specifies the OBC efficiency at 91%, where typical ABB or other DC 50kW units are 94 or 95%. Thanks for your videos, I actually like the speeded up version. At first I thought you were just impatient about the subject (!) but now I know you had sped it up intentionally. The faster pace keeps me on my toes and I can always pause if needed.
Interesting info on charging. Thank you. I think though, that in common usage, the terms Level 1, Level 2 and Level 3 are going to be around for awhile. I own a Hyundai Kona EV. It charges from three sources: 110 V wall plug (about 3 kWh), 220 V home charger (around 7.4 kWh) and commercial DC chargers which start at 43 Kwh and drop as charge progresses, down to around 20 kWh as the 80% charge level is approached. When discussing charging with other EV owners, I notice these three charging categories are commonly referred to in terms of Level 1, 2, and 3. Even Tesla owners seem to fall back on the 1 - 3 category reference, though I believe they have an even higher so-called "level 4" rate of charge. In common terminology, crawler tractors are referred to as "Cats". It's not accurate because several companies beside Caterpillar manufacture crawler tractors. But the term "Cat" is deeply ingrained in our colloquial speech. I suspect that is happening with EV charging levels too.
Another correction. Current Tesla do have the 48amp OBC. This is a 2 board charger. I have a 2018 model S P100D that can handle 72 amps this a 3 board changer. Older Tesla’s that have dual chargers have 2 - 40 amp chargers which means they can handle 80 amps.
Excellent video! I learn so much every time I see one of your videos! I'm not certain I agree with your statement at 12:08 about the PWM being controlled by the vehicle, 12:11 about the PWM signal being "read by the off-board charger, and 12:18 about the current "being supplied to the vehicle". I agree with everything you said up to that point. I hope I'm not splitting hairs, but my understanding is that the PWM (in that context) is modulated by the EVSE (the off-board Electric Vehicle Service Equipment) to tell the On-board charger how much current is available to be drawn by the car's on-board charger. So the EVSE may be limited to some current other than the 32 Amps that a 2017 Chevrolet Bolt could hypothetically pull (draw) from the EVSE. Some EVSE's can be programmed via a push-button to deliver less current if desired. I believe they modulate the PWM to tell the on-board charger to limit the amount of current it is allowed to pull or draw from the EVSE. The car ultimately determines how much current is "being supplied to the vehicle", based upon the PWM modulation established by the EVSE. Please let me know if my understanding is incorrect or incomplete. I thoroughly enjoy your professional manner, Professor! Please "Kee 'em coming"!
competent, professional and covers all areas in this subject. The information flow in this video would clearly be too fast for a live session but perfect for online teaching where you can use the curser buttons to rewind or fast forward as you process the information. I wish all youtube videos could be didactical just like this, means being structural and prepared to transfer real information. Thanks a lot.
In case of AC charging vehicle does not ask for voltage and current. EVSE does that. Vehicle onboard charger just takes what it is allowed. If vehicle supports 32A but supply equipment is reporting it can handle 16A then vehicle listens. Not visa versa.
Professor Kelly welcome back and thanks for the informative video. A couple years ago I read a document (I don't remember which) that stated the CCS standard prohibits adaptors being used. In your reading of the J1772 DCFC standards did come across anything like that? Tesla for Europe has a CCS to Type 2 adapter, but in the USA they've not offered a CCS to proprietary North America Tesla plug.
Good stuff. I wasn't aware NEC had written a spec that included vehicle to line power transfer yet. This is being used today in Japan and is beginning to be seen in Europe. Some folks in California would have been quite happy recently if they had been able to use their car as backup power for their homes. A UL sticker alone is not a guarantee of standards compliance. Products or just the stickers indicating UL, CE, or any other testing or standards organization can be ordered online from China. Many discount electronic products shipped directly from China have horrendous safety issues, especially the cheapest USB chargers and power supplies. Compliant plug-in ESVEs have a temperature sensor in the plug itself to detect if the plug or wall outlet is overheating. There is no way to visually confirm whether it is actually there. High power electrical devices like ESVEs should only be purchased from known name-brand suppliers.
Thank you! Yes, counterfeit labels and markings are a problem. The price should be a clue though, if it is super inexpensive, it is most likely not truly certified.
All of your videos that I have watched on the Bolt are excellent and I have learned much thank you. When quoting from the NEC regarding the definition you mentioned "the bi-directional flow " I would take that to mean that you could, with the appropriate interface use your electric vehicle to operate external loads such as to provide power to your home during a power outage, again provided you have a transfer switch to isolate your home from the grid.
Yes. The Honda Fuel Cell Clarity is claimed to be able to do this (source: Honda Motor Co.). There should be a 350V inverter somewhere that would be able to connect the battery to house mains. Doing this is above my pay-grade and is only an opinion.
DC level 2 can supply as much power as 8 modern homes could draw fully maxed out. That is an astounding amount of power to be carried by a connector a consumer can wrangle by hand. New technology, such as liquid cooling, in connector as well as the cable itself was needed to accomplish this for consumer use.
Great stuff, Thank you!!! I was wondering , could one feed an L2 cord set with say 300VDC @ 12 amps from Solar panels directly into a 2018 Chevy Volt -assuming they just rectify the 240 AC power upon entering the charge controller anyway?
Indeed, the EVSE on the wall in your garage, or the parking lot at the grocery store, is basically an INTELLIGENT SWITCH that the car handshakes with, "give my power, max of XX, and I'll tell you when to quit". Oh yes, the EVSE also conducts a ground fault test prior to the relay closing and allowing current to flow to the vehicle.
So what I want to know is why the CCS connector has so many contacts when Tesla Does the same functionality with only 5 contacts. Pros and cons of each. Because the size advantage of the Tesla Connector in terms of packaging on the vehicle is a big advantage.
The Tesla connector is discussed at 6.58. It uses the same 5 contacts as any J1772 receptacle, they just are a different size and layout, but they function the same for AC Level 1 and 2 charging. The additional two large contacts of the J1772 receptacle are for DC charging only.
@@WeberAuto The L1 AC "charger" is called a mobile connector, it comes with the car with a NEMA 5-15 plug (regular 110 outlet). You can buy other adapters for 120/240V that fit on the end of the cable (NEMA 14-50, etc.). The Tesla "wall connector" (charger) is L2 AC and is hardwired at home or business (we're talking 200-240V in North America and up to an 80A breaker). Then the Superchargers are all L2 DC but some are "v2" and newer ones are now "v3". If I'm not mistaken v2 can go up to 150 kW max whereas v3 goes up to 250 kW max (peak) charge rates. Only the Model 3 can charge that high though, the S/X charge at less than that (older S/X limited to 150 kW but newer S/X limited to 200 kW). The newer v3 Supercharger stations don't actually say v3 on them but they do have thinner liquid-cooled cables so a savvy Tesla owner can tell the difference by looking at that.
300 years ago Divesting meant undressing as well as depriving others of their rights or possessions. It has only recently come to refer to selling off investments. Same with the word "Lid", which is now a system of measurement found in most dictionaries. I am sure as MOST OF US use the simple word "Level 3", everyone will know it means faster charging, or more power than Level 2. So time for Soceity of Engenieers to add "Level 3" to their official vocabulary. Thank you!!!
Thanks for your feedback. Level 3 came from the early versions of the SAE J1772, but it was never implemented. It has just stuck around. The funny thing is that is was in reference to AC charging, not DC.
@@WeberAuto Appreciate your comment. There is no one I know that drives a electric car that does not refer to Level 3 as faster charging than Level 2. It is clearly part of the language of EV ownership, but more importantly, given Level 2 (220 20 to 40 amp) are most installed home devices, Level 3 as a practical term should represent over 40 amp charging. Even the cities are using Level 1, Level 2 and Level 3 as descriptions of the speed of charing. It really should be pushed as a term by those EV charging leaders. :-) Thank you again!
It would be convenient if commercial/industrial 277VAV derived from 277/480VAC utility services could supply Level 2 AC EVSE's and onboard chargers. It would allow service to charging stations without addition levels of voltage transformation with their efficiency losses and added cost, while supplying higher power levels at equivalent current ratings versus the 208VAC available commercially/industrially after transformation. It looks like the J1772 standard would accommodate this voltage on the power pins, but I think onboard chargers might only be rated for up to 240 volt with some +/- allowance less than the 15% difference in these voltages. Do you know if this is true of the onboard chargers you have seen? Is there a practical way to use 277VAC direct to EVSE? Thanks for you video!
Thanks for your feedback. Higher power levels of AC charging would require larger on-board charger modules. This would add weight to the vehicle, higher heat loads, more energy use to keep everything cool, etc. It would be more efficient to use off-board DC Level 2 charging. Off-board DC Level 2 chargers already use 277/480VAC to deliver up to 1000V @ 400A.
Excellent video. Thank you. Just a small point with lots of minutia.UL provides safety standards for the U.S. and CSA provide them for Canada. Either standards organizations (along with Intertek) can test and approve items for either country. If the circular logo says ULc then the unit was tested by Underwriter’s Labs and is is approved for both U.S. and Canadian use. If the approval mark says cCSAus then the item is approved for sale in both Canada and the US. There has been a shift to using Intertek over the last few years because they are an accredited testing lab and are more responsive and economical than UL or CSA.
Some manufacturers of battery-electric trucks now offer CCS Type 2 as an option for buyers in North America who want to install their own EVSE to use the trucks' onboard chargers with 3-phase AC power; however, no public charger would use CCS Type 2 and residences here don't have 3-phase power so ordinary EVs are not available with that connection.
Yes, over the CP line. For DC charging the car lets the external EVSE know when to slow down and stop charging. For AC charging the car's own on-board charging module controls the charge rate.
@@WeberAuto That's not really the SoC, although of course the car does slow and stop charging as SoC increases. Requested charge rate depends on SofC, but also battery temperature and possibly other factors.
I'm thinking of trying to future proof my EV charger installation. Domestic EV charger installers in the UK are currently specifying 6mm² 30A cable for the supply from the distribution board. Is it likely that chargers will be requiring higher capacity supply cables in the foreseeable future, and if so what would be a likely size 10mm², 16mm²?
Prof. Kelly don't worry we can speed it up trough the youtube options. If you really are concerned with the speed of your talk just speed up only the parts where you are really slow. However I still much prefer slow talk over constant jumpcutting as other youtubers do.
@@WeberAuto No offense but I always put your videos on 2x speed back when you used to upload haha, so it's better for me now that it's sped up even more. Nothing to do with your talking speed, but the quicker i can intake all the knowledge is better.
@@WeberAuto I'd imagine there's people wathing this whose first language isn't English, and as one of them, I appreciate the usual pace of your videos. Not so much brain power required to understand the langugae, and more available to understand the subject at hand. The level of detail in your videos is unrivalled and your natural pace is perfect for understanding complex structures and mechanisms. And youtube can speed things up if needed. I actually slowed this down to .75 and was perfectly happy with the resulting speed. Sound quality did take a hit though.
I have owned my '21 Bolt EV for 6 months and never used a DC fast charger. I am researching now where they are and considering purchasing a Tesla to J1772 adapter. I have heard there may be some issues with the "hand shake" that allows proper communication between charger and on board electronics. Trip planning is like being a pilot.
I hope some day we can get into the PLC communication conversation that takes place during DC Fast Charging. As you mentioned, the National Electrical Code recognizes that EVSE can export power from the vehicle, not just charge the vehicle. That is a project I am currently working on.
CORRECTIONS: I made some mistakes in the video and thanks to the great feedback I have received, the following corrections need to be made.
1. When using an EVSE compliant AC charging station or cord set, this equipment (EVSE) is not technically considered a charger. Instead, it passes the AC power to the vehicle's on-board charger where it is converted to DC power to charge the vehicle's battery.
2. Control Pilot (CP) Contact #4.
- For AC Level 1 and AC Level 2 charging, the vehicle does not signal the EVSE how much current it needs. Instead, the external equipment (EVSE) signals the vehicle how much current it is capable of providing. Next, the vehicle's on-board charging module takes whatever amount of current it needs up to that limit.
- For DC Level 1 and DC Level 2 charging, the off-board charger signals the vehicle that Power Line Communication (PLC) is necessary. Using PLC over the Control Pilot (CP) circuit, the vehicle's on-board power line communication module tells the off-board DC charger how much current to supply to charge the vehicle's battery.
3. Proximity Detection (PD).
Contact #5 of the J1772 charge coupler (CCS Receptacle) uses Proximity Detection (PD), not Proximity Pilot (PP). Proximity Detection detects the connection to the vehicle (as described in the video). Proximity Pilot (PP) is not used in the USA, it is used in some other countries where the charging coupler cable from the EVSE to the vehicle can be swapped to another cable which may or may not be able to carry the same current. The Proximity Pilot signal indicates how much current the cable can handle.
4. Tesla Models S, X, and 3 OBCM is rated at a maximum of 240V x 48A = 11,520 Watts or 11.52 kW
5. I have updated my graphic of the J1772 DC Level 2 Charge Coupler. You can download it here: weberstate.box.com/s/wcksjm6j80ubrqdqkqr8sy8o6vhlgr0t
WeberAuto - The best way to get an answer on the internet is not to ask a question, but to say something incorrect.
@@ClockworksOfGL LOL, very true ;)
if you pin your comment it will show up at the top of the comments and would be a good idea.
@@InternetDude Thanks, I just did that
@WinterHell Now it's pinned. But there are still errors in this correction:
1) Control pilot: there is an additional limit in the AC charging current, that is set by the used charging cable that connects the vehicle inlet and AC charging outlet. Imagine a case where the AC charger in the vehicle can accept 80A, the J1772 outlet provides up to 80A (and is configured that way) but the used AC charging cable is only suitable for 40A. In this case a resistance coding in the cable pulls down the voltage of the PWM signaling over CP for the max amperage to 40A. With the reason being that in AC charging, customers bring along their AC charging cable, this case of an under-rated AC cable can happen and is important to take into accont. It is also the reason, why newer AC chargers (and Tesla from day one of their Destination chargers) use AC cables fixed to the infrastructure side. It's more convenient (as long as people accpept cables flying around at charging lots all the time and not only when a car is charging) and it reduces the risk of people getting slow charging speed just due to a cable being used with too low amperage. But the primitive AC charging system is safe even for that case.
2) The CCS graphics is still incorrect. As in practice Tesla Model 3 vehicles with the Long Range battery charge at up to *500 Ampere* over the (liquid-cooled) DC contacts of a CCS plug/inlet.
See this video example from Germany for reference:
ua-cam.com/video/_xIeECl8uxE/v-deo.html
Tesla Model 3 Long Range with a CCS combo 2 inlet, ionity Charger with CCS combo 2 connector. DC charger made by Tritium or ABB Terra.
So contacts 6 and 7 of the CCS plug can accept 500 A with the right connectors and inlets, not only 400A as stated in the graphics. If you are interested, check the CCS connectors of your ElectrifyAmerica CCS chargers over in the US.
I know, that in the US, there is CCS Combo Type1 and not CCS Combo Type 2 as here in Europe. But the spec for the DC contacts (that are shared) should be the same. Please get the newest version of the CCS standard.
3) For clarity, all AC and DC charging power values should be stated as voltage x amperage = charging power. This way, people get the limitations in amperage and voltage much better.
Like
1 phase, 120V AC * 16A = 1920 W= 1,92 kW AC.
1 phase, 240V AC * 80A = 19200 W= 19,2 kW AC.
It makes clear, how these values are calculated.
600V DC * 80A = 48 kW DC. Almost nowhere used.
For 96s Li-Ion batteries:
400V DC * 60A peak = 24 kW DC peak. home or residential DC chargers
400V DC * 125A peak = 50 kW DC peak. suburbian DC chargers
400V DC * 200A peak = 80 kW DC peak. city DC chargers
400V DC * 365A peak = 145 kW DC peak. Tesla Superchargers V2
400V DC * 400A peak = 160 kW DC peak. early long distance chargers
400V DC * 500A peak = 200 kW DC peak. more recent long distance chargers
For 108s Li-Ion batteries:
450V DC * 60A peak = 27 kW DC peak.
450V DC * 125A peak = 56 kW DC peak.
450V DC * 200A peak = 90 kW DC peak.
450V DC * 400A peak = 180 kW DC peak.
450V DC * 500A peak = 225 kW DC peak.
For future batteries:
1000VDC * 400A peak = 400 kW DC peak.
1000VDC * 500A peak = 500 kW DC peak.
The DC chargers have an additional limitation in their uplink, that they will enforce.
I recommend the additional lines with 400VDC as a typical voltage resulting from the charging voltage being slightly higher than about 96 cells of Li-Ion batteries in series at about 50% SoC, as used in so many battery-electric cars. And with amperage values from common DC connectors.
In the end, this practical limit is much more relevant than the limits of the standard itself. Because apart from Porsche Taycan, there are no vehicles with 700-800V DC yet. Let's wait and see, what Tesla Cybertruck will offer in that regard. :-)
71 years old and I'm still learning, all the time. Thanks for making these videos.
I am 80, and still learning. Have just bought my MG ZS EV.
Just bought my Mustang Mach e GT Performance @ 72 and still learning, which is what we do with this new technology. There is a lot to learn!
John, your videos are the Gold Standard for how all training videos should be. Well done on all fronts.
Thank you!
Given the number of conceptual errors in this particular video, for "Gold standard" these videos should have been peer-reviewed before being broadcast. And instead of a pinned comment, videos with such basic errors should be withdrawn, corrected inside the video itself with new wording and footage and then released again.
@@koeniglicher UA-cam no longer allow changes to a video once it has been released. I am working on an updated version to replace this one for the 46 people out of 40,000 who noticed them as of today. Thanks for your feedback.
@@WeberAuto Would you consider using a better mic for the next video? One more suited to pro audio than telephony?
@@WeberAuto the corrections are not really for the 46 people who noticed errors - they're for the 39,954 people who didn't know that those things were incorrect and would be misled (at least in some minor way) by the original video.
Possibly the very best intro to EV charging available. Everyone who buys an EV should watch this.
There really IS a "Level 3 Charging"...It's just not recognized by the Society of Automotive Engineers ;-) It comes down to communicating a message. If the vast majority of people understand that "Level 3 charging" is done via DC current, then for all intents and purposes, there IS a level 3 charging. I guess it can be referred-to as 'slang', but the use of words are all about getting the proper message across. I totally see where you are coming-from though! Thanks for the awesome videos! (PS: I wrote this after watching 34 seconds of this video, I reserve the right to retract my comment :-)
Professor Kelly, you are one smart guy. I wish I had you as a neighbor. I would be tapping into your knowledge constantly. I own a Chevy Bolt. Your expertise in this field far exceeds anyone I have ever come across, on UA-cam or otherwise. I occasionally forward your best videos to the local Electric Car Association. This will be one of them. A definite thumbs-up.
Thank you for your feedback
True that popular use of "level 3" is now level 2 DC (which I call DCFC). But What will happen when actual level 3 begin to be deployed? it will cause whole lot of confusion for L3AC and if the connectors / protocol are different from L2DC. Better to encourage the use of correct terminology now.
Yes, but there is also AC Level 3 charging. Therefore you are not correct.
@@markyormark7747 Which one is that?
@@soyguikai, AC Level 3 is anything over 18kW . To go over level 3-phase power is used. And yes there currently are on board charger capable of using 3 phase power over 18kW
Totally informative and totally worth 20 minutes of my life :D. I believe we can totally use this to educate prospective EV owners.
Thank you, I hope so
Eh most americans want it as simple as possible. Like a gas car they dont want to think of it they just want to plug it and charge it in a couple minutes. Most people find even ten minutes too long and though theres research that has achieved that by heating the battery to 60 Celsius charging hard for ten min then discharging the heat quickly to minimize plating its still ten minutes minimum with lithium ion. Oh and dont expect that ten min time for a few years unless solid state comes out before the slated 2024 release. Personally im in new Hampshire so if i could find a chatger that does it in less then 8 hrs id be happy😞
Thanks to You, Prof. Kelly, I have a 2021 Chevrolet Bolt parked in my garage. I purchased the car with a Level 2 charger by Webasto (TurboDX). My garage had 100 amp 240v service supplied from 200 amp distribution box via a buried cable to the garage breaker box. Car & charger are working perfectly. Had a nice road trip yesterday from Midvale to Antelope Island ranch & back. I averaged 4.7 mi/kw on the excursion. Love my new GM electric car with all its brilliant engineering. One pedal driving is my preferred operation mode.
Wow, 4.7mi/kw is very good. It is a great car! Thanks for watching
Thank you. I am recommending this educational video to EVERY EV driver I know! As secretary of the West Virginia Electric Automobile Association, I shall distribute this recommendation to all our members.
Thank you very much!
West Virginia has some lovely curvy roads to drive fast in an EV.. BUT, that charging availability is horrifying as I find it a travesty that my vehicles range estimator in my Chevrolet Bolt is determined by the last 50 miles. When you hit a 8% incline with a 5 miles length it will make your eyes bulge as you go "heck nah, impossible to make it." I know plug share will show you the inclines but how the heck do we not have access to precise power consumption over specific mountainous spans with every possible variables altering range documented.
Watching this from my Model 3 Performance while charging. I remember when going to school at WSU I made the prediction that within 10 years we'd start seeing mass production electric cars... generally, Klein and Stuart disagreed. Along with the rest of the class. But I truly believed it was the next evolution of transportation. Fast forward 10 years and I'm driving that car and loving it. Tesla has up to 250KW available now. It's amazing.
That's awesome Jeremy! Good to hear from you.
Thank you for the most comprehensive explanation of sourcing charging systems to an EV.
thank you for your detailled EV charging explanations. pretty cool.
Thank you!
@@WeberAuto Same. Bet many who own these vehicles do not know this much detail on the charging rates, plug pin layouts etc. Very thorough and informative!
The must complete explanation related to this connectors I've found, thanks for the detailed explanation
Thank you
Thank you, Professor Kelly, for sharing your knowledge about and enthusiasm for EVs. As the owner of a 2019 Chevrolet Bolt EV, I've gained a better understanding about the workings of EVs in general and my Bolt EV in particular through your videos. Best wishes and thanks to you and your fellow educators for everything you do for the community.
Thank you very much
Thank you for the most comprehensive explanation of sourcing power to your electric vehicle. Tom
I was never a car head and still do not consider myself one. But I have watched many of your Bolt videos from beginning to end. This is yet another great addition. Also, I can see that you are kindly responding to all of your comments, which is no small feat with the popularity of your channel. If I may, I would suggest pinning your corrections to the top of the comment feed. They're great to see and might also cut down on the number of repeat comments of people posting their own corrections. Thanks for the video and what you're doing to educate people.
Thank you very much! I pinned the corrections to the top of the comments.
A good video. I enjoy your video's and glad to see you back in action. I have a few comments. As an engineer that works with electrical device certification I just want to point out that there are many NRTL's (Nationally recognized testing laboratories) that are governed by ANSI to do certifications in the US. Not just UL or ETL. There are many others such as CSA and FM for example. A CSAus certification is an ANSI recognized certification mark for the US. Also for L1 and L2 AC charging the EVSE cannot limit current to the car. Current is limited by the OBCM. The 1khz PWM signal from the EVSE tells the car how much current is available by the EVSE and the OBCM will restrict current flow based on that signal (if needed). The EVSE is really just a switch with built in ground fault protection and ground continuity detection. Thank you for this video I did learn a couple of things especially about the history of the standard.
Thank you and thanks for your feedback. I was not aware that there are more than UL and ETL EVSE certifications.
@@WeberAuto Of note here is a list of NRTL's for the US. Thought of note the scope of that testing agency needs to cover the standards used for EVSE's. Also in addition the US and Canadian standards for EVSE's are harmonized (joint standards). www.osha.gov/dts/otpca/nrtl/nrtllist.html
That's what I was going to write, you saved me the trouble. I learned about other certified labs when talking to a above ground tank manufacturer that self certifies. He doesn't want to pay the big UL fee, so he started his own lab and got it certified. The government is not allowed to tell a buyer which company they must buy from, this includes certification labs. Great video, thank you!
Thank you sir, for your videos,I have seen them and feel they actually helped quite a lot in understanding exactly what it is inside a PHEV or EV. I am from India and work at a major OEM and there aren't a lot of EVs or even PHEVs around so as to see an opened up one. I have read, studied and even driven them but your videos with the vehicles opened up, explaining each subsystem really helps newbies grasp the tech better. Thank you for your videos👍👍👍
Thank you for another excellent video. The gold standard in professional presentation on UA-cam.
Thank you
Welcome back, edit All homes in many countries including Australia have 220/240volts as standard all through the house, I believe Europe and china are the same I charge my Ev from my heavy duty 15 amp socket I had installed for my welder and compressor. Its really great to see an new video from Weber Auto.ps. At my off grid beach house, I use a variable 6/8/10 amp charge controller at 6 amps so I do not draw to much from the House Batteries.
Thank you!
Additionally, most houses have 3-phase 400 volt + neutral.
Interesting that folks noticed the small speed increase, I use 1.5x playback speed for all but music videos and hadn't even noticed. Welcome back, glad your on the mend, your lessons haven't lost a step, Thx.
Thank you!
Thank you for this. Reminds me of people calling a Tesla wall connector ( EVSE) a charger. The charger ( on board module) is actually contained in the vehicle itself. The wall connector would be AC. Great stuff.
Thanks for watching
You have a small error. The control pilot signal is generated by the external charger, not by the vehicule. It’s used to tell the vehicule what is the maximum current that is supported by the external charger.
Thank you, I did get that backwards.
This is a bit more complicated and both of you are correct :)
For AC charging, the EVSE signals to the vehicle the maximum current can supply, and the vehicle draws as much as it needs, but no more than the signaled maximum current.
For DC charging, the vehicle signals the EVSE how much current it needs, and the EVSE adjusts its output to provide the requested current.
gt thank you! I need to read those two sections (AC and DC charging) of the document again.
@@000OO0OOO0 that's correct. The car does not know how much power the DC charging station can provide, just tells the station what the battery can handle and checks that the charging station is within the limits.
This leads to some issues, a Tesla Model 3 for example tries to heat up the battery even if it's able to receive the maximum charging power, the station can provide. This is currently wasting 7 kW of energy on low power stations and thus increase the charge time significantly.
@@RubenKelevra would heating the battery help with degredation or at that point not make a difference? Just curious
Edit: like would that increase or decrease the plating effect over time not referring to dendrites growing through the battery.
thanks for this! I've been driving 100% electric for 6 years now, and this helps explain a lot. Especially as EV's become more mainstream and people are asking me questions about all the new terms and acronyms that go with these. Some you need to know, and others are just good to know to understand what's happening. Although I think the "level 3" is a generic term used to explain to the EV virgins a speed rating, as you can get L1 and L2 at your house, but if you want faster you need a "L3" station (usually a DCFC or Supercharger) since that's what people really want to hear. Not "Level 2 slow" or "Level 2 fast" in Jo Public terms. :P
Thanks for your feedback. It is not that difficult, there are two levels of AC charge stations and two levels of DC charge stations.
I have used the paddle type on the Nissan Leaf vehicles we had at the L.A. D.W.P yard. That was back around 2010/2014. That charger only charged the high voltage battery and not the 12 volt battery. Now that was the earlier Leaf's. I don't know about the later ones. Good thing the 12 battery was accessible from under the hood and not like the Prius in the back of the car. Course, opening the hood, then open the underhood fuse box and there was the bolt with a larger gauge wire that came from the 12 volt battery. Jump starting was accessible at that bolt and body ground.
Thankyou for the info, good to see you back again!
Thank you for your feedback!
I have nothing to say . I will say thanks God for your come back
Thank you!
Have watched your videos regarding electric cars and think they are the absolute best out there. You cut through the extreme complexity of these vehicles and present them to the rest of us in a very understandable format. I've learned a lot by watching them and have had a large number of my questions answered. Thanks so much for these wonderful videos!
Thank you very much
@@WeberAuto can you share the SAE J1772 2017 document?
To answer your last comment, yes this was worth my time. Thanks for this excellent presentation. I am just an interested owner but also a militant for electrifying our energy and transportation system there were some things that were beyond my pay grade. But you have such a matter of fact approach to explaining things that I feel that I can at least know what I'm talking about when I talk with different groups. I am promoting Windyday Concept which would work on the supply side of battery production. I want all cities in all countries to build worker coop factories for batteries, solar panels, wind & tide turbines, as well as training for EV mechanics as well as converting ICEV vehicles to electrical (trucks, buses, Wide Body 737-Max, etc.).
BTW I just had a revelation last night since I talked with the two groups that are crusading for climate action. Both Fridays for Future and Extinction Rebellion have never supported Windyday and I wondered why. I also have noticed that there is disinformation on the internet provided by our "higher" educational institutes about all aspects of renewable energy. Did you know that batteries can't be recycled, they use child labor, they are full of toxic chemicals, and use too much fossil fuels to produce? You know that this is all false if you had followed this world before 2017. But now this is all the approved conversation that people have. The fossil fuel lobby has projected all of the faults of their products onto renewable energy so that your children crusaders hate the solution more than the problem. I hope that you stay true to your principles and don't become a whore for the oil lobby. I talked with one Swiss researcher that authored a paper negative on batteries, and he admitted that he felt ashamed for what he had done.
Thank you! Best wishes with your efforts.
Thanks, John. Due in part to your videos I bought a used Bolt Premier. AND since my job offers free Level 2 charging, it's basically a wash when comparing the gas I no longer need to buy and the car payment. If I were to also take the lack of needed maintenance, I'm ahead to some extent..
That is awesome!
When petrol was $3.11/USgal, it cost me 15% as much money to charge my Leaf for my commute as it did to fuel my ICE car for the same commute. I suspect you are further ahead than you realise. Welcome to the EV world!
@@stevejordan7275 Thanks. Actually I started with a no-payment Buick and then added a used Volt with a payment. I traded the Volt for the Bolt and since I charge for free at work, the math shows I'm basically driving a pretty new car for free. Additionally, my son needs a car so I can now give him the Buick. The only required service on these EV's is to change the tires and add washer fluid. Ok..I guess I proved you're right which was not what I had in mind originally...
@@georgemartin1436
And wiper blades. After 100K km, I had to replace those.
Also, because I have some degree of self-respect, I replaced the horn for $US16 (45 minutes and a screwdriver.) (Not the alcoholic kind.) The stock horn on the Leaf would be embarrassing on a clown car.
ua-cam.com/video/NPIU3Qxlees/v-deo.html
Thank you professor, amazing explanation as usual.
Thank you!
God bless you, sir, you were born on this earth as a great teacher.
Hey professor: might want to get ahead of the curve and have a brief video about the 2MW truck charging standard, given what's coming up from Tesla next week. Great video, this one - reminds us of the quality content we've been missing. Welcome back!
Thank you
Two years later, the nonsense about "what's coming up from Tesla next week" is hilarious. No truck is coming from Tesla, but ever-increasing voltage and current limits will be the reality of EV charging - of vehicles of various brands - for some time. As Prof. Kelly explained, the standards evolve to accommodate those changes.
Dr. Kelly, thank you! I found your talk fascinating and extremely informative.
Thank you
THANK YOU -- I am so fortunate to be able to watch your EV videos. I have a 2014 Toyota Rav 4 EV (the one with the Tesla electrical system). I have learned so much from your videos. THANK YOU THANK YOU
Quick addition. As well as UL and Intertek, CSA also approves equipment for use in Canada and the United States. Like the UL symbol, there are small letters either before and/or after covering the country approval. It's all about different testing labs testing equipment to a particular country's standards. When UL tests equipment to Canadian standards, the label will also show ULc, and likewise when CSA tests equipment to US standards, they add a small us after the logo. Manufacturers then only have to go through one testing agency to obtain approval for both countries. Over a decade ago, both CSA and UL were quite slow, expensive and difficult to work with. Intertek came along and with their approved testing facilities they took a lot of the business away. I believe UL and CSA cleaned up their act when faced with the competition.
I appreciate the corrections, and the professional responsibility to make those corrections. They're extensive enough that it might make sense to make a new version, incorporating those corrections and updating the information... then flag this one as obsolete.
If you do another one, consider taking the approach of explaining that in any system there must be some conversion of the power supply (usually AC, various voltages) to the battery voltage (DC, usually higher than the supply voltage). Then you could explain that in "AC charging" (AC Levels 1 & 2) the supply is AC - passed on to the vehicle by the EVSE unchanged - and the conversion is done by the onboard charger; in common DC charging the conversion is done by the external charging station, with the connection to the vehicle just passing that through. In both cases, the charger (converter) determines the charging rate, under the control of the vehicle's computer and limited to what the EVSE can supply and to what the charger can handle.
It is a pleasure to listen to this professor. Very knowledgeable. Great video !
Thank you!
I always look forward to your videos. I think you have the best presentation style of anyone on UA-cam. The content is always interesting, informative and educational. Thank you for sharing, professor.
Thank you very much
Very interesting for a Tesla owner in Europe, thank you!
Glad you liked it!
How have I not seen this channel before? Wow! Thank you for these videos.
Instant subscriber. Thank you.
Thank you!
Amazing detail and concise. From a former professor to you, stellar presentation! Thanks.
Great to see you back in the saddle. Participating in life.
Thank you!
Very clear, clean, precise explanation.
👍👍👍
Excellent presentation. Thank you for the well reasoned approach to educating us instead of the normal UA-cam clutter.
Thank you
Its great to have you back Prof. Kelly! Great video as always.
Thank you!
Great video professor. Please continue with EV videos. They are so informative and enlightening.
Wow , thanks so much for giving us an in depth clear understanding of the ev charging systems 👍
Thank you!
Thanks for the clarification. I had read about Level 1 & 2 DC fast charging and wasn’t sure how they fit into the scheme of things.
One comment though. You keep referring to plugging into an AC charger, but it is my understanding that when charging with AC, the charger is actually the on-board charging module. The box plugged into the wall (or wired to the electrical panel) is actually called an EVSA (which you mentioned later without much detail) since it doesn’t actually charge the battery but instead acts as an adapter and tells the on-board charging module how much current it is allotted to draw.
In the case of DC fast charging, you are bypassing the on-board charging module, so in that case, you are plugging the car into a charger.
I bring this up because if we are going to be clear about L3 charging, we should also be clear about what is and isn’t a charger.
Thank you, you are correct. An AC charge coupler is connected to the vehicle and then the on-board charger charges the battery
Great walkthrough. Didn’t feel like it was over my head but still super informative!
Gracias profesor... he aprendido mucho con usted... !!! Saludos desde republica dominicana.
Thank you!
I was at a Seminar here in Germany Held by Bosch and the Tutor said, there's enough money to milk from Diesel engine industry in consumer vehicles that they think it'll still be Produced till 2029. It's really depressing to know it's all about the money and they care less about developing solutions for the Environment.
Thanks for your feedback.
People will soon start to see the buying a Gasoline powered car is buying a Stranded Asset.
Modern diesel vehicles have top notch emissions equipment. Matter of fact some actually polute less than comparable gasoline engines
It's Ders Mane That is, politely, a load of crap. That is a lie from the Scumbags who still flog this garbage, a desperate falsehood to stay alive. While they shovelled us BS about CO, hoping that horrible NO numbers wouldn't be noticed, all Diesel engines emit particulates in the 2.5 microns size range, smaller than a HEPA can remove. Diesel is, in no uncertain terms, a Turd that cannot be polished, in spite of the string of lies they continue to push. No matter, none of that ancient crappy technology will be permitted in cities soon.
@@MrCarguy2 well, it always boils down to what you compare it to.
Thanks 🎉 it is so clear that I do understood the charging situation of the EV. Thanks a lot😊 謝謝你🎉
Glad it was helpful!
I'm studying for my ASE L3 and these videos are very helpful. THANK YOU!
Thank you, the new L3 exam has charging questions. Good luck on your exam.
This was by far the most informative video I have ever had the pleasure of watching! Nice work and thank you!
PWM is controlled by the charging station/charge point when charging AC (alternating current). The pulse informs the on board charger what the maximum current draw is. The charge point can not regulate the current flow, but the inverter in the car can.
Excellent explanation of the charging used in EVs always I’d find it most confusing until now 👍
Thank you!
Thanks Professor Kelly! I ACTUALLY think I understood that. 2019 Bolt EV owner
Thank you!
I've still haven't finished the video, but I already know that, as always, it will be full of great informations, so thank you in advice!
However, I'm writing because there's something I noticed: is it just me or the video is sped up?
Edit: Now I finished watching it, great video as usual!
Thanks, yes I sped it up 15% because I thought I was talking too slow. I won’t do that anymore.
@@WeberAuto Thanks for the answer! And let me tell you that your normal voice is calm, relaxing and very easy to follow. It's one of the many reasons that people get so into your explanations that they watch 2 hours long videos without even noticing how much time has passed!
I was just going to say the same , or nearly. Our professor is always on top on how to explain really messy things like that. Oh , BTW I'm in Italy where PHEV are really really rare apart from very polluted cities. I'm following the professor from early Prius transmission explanation and so I had the chance of educate some around here about the "ev car next day" that the media all are talking about
@@polik971 Fa piacere sapere che c'è qualche altro italiano che segue il canale, nonostante la brutta situazione delle elettriche in Italia!
@@WeberAuto actually I like the faster pace but in this case I also know most of the material.
Thank you so much. Now I have a new think to link to when trying to explain this to people. Great graphics too.
Thank you!
As always, thank you for the best explanation to this system. We are in a project to repower a catamaran from diesels to Tesla Model 3 RWD motors. We are using EV-Controls T-2C controller.
We can’t identify the pin outs for the Charge Port ECU’s perpendicular 10 pin single row connector. We assume the two double row connectors are for door port and plug port. We can’t find a pin out for the single row connector. We though you may be able to identify the pins that go to Battery penthouse connector X098 Sumitomo 6189-707 and attach to:
Pin 6 and Pin 7 (TP) CAN L and CAN H
Pin 11 Latch
Pin 10 Fault
We also don’t know if other pins in the single row connector are needed for other purposes, such as 12v in or whatever? Thanks for your help.
Thank you for your outstanding presentations. I cant wait for EV's to come to South Africa. I plan to convert my old Peugeot Boxer 2.2 Diesel 2004 RV to EV.
Very professional and easy to understand, thank you very much
I have checked out the standard ( SAE J1772). The charger generates a square wave to indicated the maximum current the car can take, the car alters the pilot voltage using a voltage divider.
Perhaps it would be a great follow-up to cover the definitions and applicability of Mode 1 to 4? Levels 1-2 are not heard here in NZ for some reason. Another point, Type 2 connectors obviously don't have a pushbutton on the plug. What happens in the Kona is that when the car is unlocked (by any means, remote or door switch, even if already unlocked) the OBC drops the AC draw down to 0.5 kW for about 15 seconds. It also unlocks the solenoid-operated plug lock for that period. The idea is that you can do what is essentially a 'hot' unplug without breaking enough current to draw an arc. By J1772 (if I'm not mistaken) the contactor must drop out within 100ms of CP being opened, but you would easily beat that in a normal unplug operation. Third point, regarding the Kona OBC, the nameplate rating specifies DC output power (7.2 kW) rather than AC input power, presumably because that's the side of power conversion where the voltage and current limits are regulated. That rating might be true with other OBC units as well. FYI, Hyundai specifies the OBC efficiency at 91%, where typical ABB or other DC 50kW units are 94 or 95%.
Thanks for your videos, I actually like the speeded up version. At first I thought you were just impatient about the subject (!) but now I know you had sped it up intentionally. The faster pace keeps me on my toes and I can always pause if needed.
Thanks for your feedback!
Interesting info on charging. Thank you. I think though, that in common usage, the terms Level 1, Level 2 and Level 3 are going to be around for awhile. I own a Hyundai Kona EV. It charges from three sources: 110 V wall plug (about 3 kWh), 220 V home charger (around 7.4 kWh) and commercial DC chargers which start at 43 Kwh and drop as charge progresses, down to around 20 kWh as the 80% charge level is approached.
When discussing charging with other EV owners, I notice these three charging categories are commonly referred to in terms of Level 1, 2, and 3. Even Tesla owners seem to fall back on the 1 - 3 category reference, though I believe they have an even higher so-called "level 4" rate of charge.
In common terminology, crawler tractors are referred to as "Cats". It's not accurate because several companies beside Caterpillar manufacture crawler tractors. But the term "Cat" is deeply ingrained in our colloquial speech. I suspect that is happening with EV charging levels too.
Another correction. Current Tesla do have the 48amp OBC. This is a 2 board charger. I have a 2018 model S P100D that can handle 72 amps this a 3 board changer. Older Tesla’s that have dual chargers have 2 - 40 amp chargers which means they can handle 80 amps.
Thank you, I did get that wrong.
Excellent video! I learn so much every time I see one of your videos! I'm not certain I agree with your statement at 12:08 about the PWM being controlled by the vehicle, 12:11 about the PWM signal being "read by the off-board charger, and 12:18 about the current "being supplied to the vehicle". I agree with everything you said up to that point. I hope I'm not splitting hairs, but my understanding is that the PWM (in that context) is modulated by the EVSE (the off-board Electric Vehicle Service Equipment) to tell the On-board charger how much current is available to be drawn by the car's on-board charger. So the EVSE may be limited to some current other than the 32 Amps that a 2017 Chevrolet Bolt could hypothetically pull (draw) from the EVSE. Some EVSE's can be programmed via a push-button to deliver less current if desired. I believe they modulate the PWM to tell the on-board charger to limit the amount of current it is allowed to pull or draw from the EVSE. The car ultimately determines how much current is "being supplied to the vehicle", based upon the PWM modulation established by the EVSE.
Please let me know if my understanding is incorrect or incomplete. I thoroughly enjoy your professional manner, Professor! Please "Kee 'em coming"!
Oops! I just saw that you addressed my concerns 3 years ago!! ROFL !!!
competent, professional and covers all areas in this subject. The information flow in this video would clearly be too fast for a live session but perfect for online teaching where you can use the curser buttons to rewind or fast forward as you process the information. I wish all youtube videos could be didactical just like this, means being structural and prepared to transfer real information. Thanks a lot.
Thank you
Thank you again. I learn so much from your sessions.
You are very welcome
In case of AC charging vehicle does not ask for voltage and current. EVSE does that. Vehicle onboard charger just takes what it is allowed. If vehicle supports 32A but supply equipment is reporting it can handle 16A then vehicle listens. Not visa versa.
Yes, I had that backwards. Thanks for your feedback.
Thanks for the updated corrections. That makes this video perfect
Thank you again Prof. After watching this video we need to change the content in our slides.
Thank you
Professor Kelly welcome back and thanks for the informative video. A couple years ago I read a document (I don't remember which) that stated the CCS standard prohibits adaptors being used. In your reading of the J1772 DCFC standards did come across anything like that? Tesla for Europe has a CCS to Type 2 adapter, but in the USA they've not offered a CCS to proprietary North America Tesla plug.
Thank you, I have not seen one either.
Good stuff. I wasn't aware NEC had written a spec that included vehicle to line power transfer yet. This is being used today in Japan and is beginning to be seen in Europe. Some folks in California would have been quite happy recently if they had been able to use their car as backup power for their homes.
A UL sticker alone is not a guarantee of standards compliance. Products or just the stickers indicating UL, CE, or any other testing or standards organization can be ordered online from China. Many discount electronic products shipped directly from China have horrendous safety issues, especially the cheapest USB chargers and power supplies. Compliant plug-in ESVEs have a temperature sensor in the plug itself to detect if the plug or wall outlet is overheating. There is no way to visually confirm whether it is actually there. High power electrical devices like ESVEs should only be purchased from known name-brand suppliers.
Thank you! Yes, counterfeit labels and markings are a problem. The price should be a clue though, if it is super inexpensive, it is most likely not truly certified.
All of your videos that I have watched on the Bolt are excellent and I have learned much thank you. When quoting from the NEC regarding the definition you mentioned "the bi-directional flow " I would take that to mean that you could, with the appropriate interface use your electric vehicle to operate external loads such as to provide power to your home during a power outage, again provided you have a transfer switch to isolate your home from the grid.
Yes. The Honda Fuel Cell Clarity is claimed to be able to do this (source: Honda Motor Co.). There should be a 350V inverter somewhere that would be able to connect the battery to house mains. Doing this is above my pay-grade and is only an opinion.
Well John, another informative video. I already knew a lot on PHEV, but I've learned a great deal more. Thank you!
very informative. Is there an updated version of this video
DC level 2 can supply as much power as 8 modern homes could draw fully maxed out. That is an astounding amount of power to be carried by a connector a consumer can wrangle by hand. New technology, such as liquid cooling, in connector as well as the cable itself was needed to accomplish this for consumer use.
Great stuff, Thank you!!! I was wondering , could one feed an L2 cord set with say 300VDC @ 12 amps from Solar panels directly into a 2018 Chevy Volt -assuming they just rectify the 240 AC power upon entering the charge controller anyway?
There might be relays in the on board charger that are not rated for high voltage DC.
Indeed, the EVSE on the wall in your garage, or the parking lot at the grocery store, is basically an INTELLIGENT SWITCH that the car handshakes with, "give my power, max of XX, and I'll tell you when to quit". Oh yes, the EVSE also conducts a ground fault test prior to the relay closing and allowing current to flow to the vehicle.
Thanks for your feedback
Great to have you back Professor!
Thank you!
I've been one of those users of the "Level 3" term, and I promise to never say it again!
LOL, thank you!
So what I want to know is why the CCS connector has so many contacts when Tesla Does the same functionality with only 5 contacts. Pros and cons of each. Because the size advantage of the Tesla Connector in terms of packaging on the vehicle is a big advantage.
The Tesla connector is discussed at 6.58. It uses the same 5 contacts as any J1772 receptacle, they just are a different size and layout, but they function the same for AC Level 1 and 2 charging. The additional two large contacts of the J1772 receptacle are for DC charging only.
I've been driving a Tesla for 4.5 years I didn't know that L3 is nonexistent. Thanks!
Thanks for your feedback, I think Tesla uses "Versions" instead of "Levels".
@@WeberAuto The L1 AC "charger" is called a mobile connector, it comes with the car with a NEMA 5-15 plug (regular 110 outlet). You can buy other adapters for 120/240V that fit on the end of the cable (NEMA 14-50, etc.). The Tesla "wall connector" (charger) is L2 AC and is hardwired at home or business (we're talking 200-240V in North America and up to an 80A breaker). Then the Superchargers are all L2 DC but some are "v2" and newer ones are now "v3". If I'm not mistaken v2 can go up to 150 kW max whereas v3 goes up to 250 kW max (peak) charge rates. Only the Model 3 can charge that high though, the S/X charge at less than that (older S/X limited to 150 kW but newer S/X limited to 200 kW). The newer v3 Supercharger stations don't actually say v3 on them but they do have thinner liquid-cooled cables so a savvy Tesla owner can tell the difference by looking at that.
300 years ago Divesting meant undressing as well as depriving others of their rights or possessions. It has only recently come to refer to selling off investments. Same with the word "Lid", which is now a system of measurement found in most dictionaries. I am sure as MOST OF US use the simple word "Level 3", everyone will know it means faster charging, or more power than Level 2. So time for Soceity of Engenieers to add "Level 3" to their official vocabulary. Thank you!!!
Thanks for your feedback. Level 3 came from the early versions of the SAE J1772, but it was never implemented. It has just stuck around. The funny thing is that is was in reference to AC charging, not DC.
@@WeberAuto Appreciate your comment. There is no one I know that drives a electric car that does not refer to Level 3 as faster charging than Level 2. It is clearly part of the language of EV ownership, but more importantly, given Level 2 (220 20 to 40 amp) are most installed home devices, Level 3 as a practical term should represent over 40 amp charging. Even the cities are using Level 1, Level 2 and Level 3 as descriptions of the speed of charing. It really should be pushed as a term by those EV charging leaders. :-) Thank you again!
Thank you for putting this excellent video together & sharing your wisdom.
It would be convenient if commercial/industrial 277VAV derived from 277/480VAC utility services could supply Level 2 AC EVSE's and onboard chargers. It would allow service to charging stations without addition levels of voltage transformation with their efficiency losses and added cost, while supplying higher power levels at equivalent current ratings versus the 208VAC available commercially/industrially after transformation. It looks like the J1772 standard would accommodate this voltage on the power pins, but I think onboard chargers might only be rated for up to 240 volt with some +/- allowance less than the 15% difference in these voltages. Do you know if this is true of the onboard chargers you have seen? Is there a practical way to use 277VAC direct to EVSE? Thanks for you video!
Thanks for your feedback. Higher power levels of AC charging would require larger on-board charger modules. This would add weight to the vehicle, higher heat loads, more energy use to keep everything cool, etc. It would be more efficient to use off-board DC Level 2 charging. Off-board DC Level 2 chargers already use 277/480VAC to deliver up to 1000V @ 400A.
Amazing video! Good content density. Good pace. Relevant information. I learned a lot, and it was relaxing as a bonus.
This was very calming to watch. Thanks for the detailed information! =)
Excellent video. Thank you. Just a small point with lots of minutia.UL provides safety standards for the U.S. and CSA provide them for Canada. Either standards organizations (along with Intertek) can test and approve items for either country. If the circular logo says ULc then the unit was tested by Underwriter’s Labs and is is approved for both U.S. and Canadian use. If the approval mark says cCSAus then the item is approved for sale in both Canada and the US. There has been a shift to using Intertek over the last few years because they are an accredited testing lab and are more responsive and economical than UL or CSA.
Thanks for your feedback. That is great information! Have a great day!
Just to ask, is there J1772 Type 2 chargers in US at all? As it seems that Type 1 cannot feed 3 phase AC?
No, the Type 1 is used in North America
Some manufacturers of battery-electric trucks now offer CCS Type 2 as an option for buyers in North America who want to install their own EVSE to use the trucks' onboard chargers with 3-phase AC power; however, no public charger would use CCS Type 2 and residences here don't have 3-phase power so ordinary EVs are not available with that connection.
Excellent presentation, I learned a LOT from you, and I thank you for that!
great video! - do you know how the chargers can read the SOC of the car being charged? is there some canbus involved via CP pin or?
Yes, over the CP line. For DC charging the car lets the external EVSE know when to slow down and stop charging. For AC charging the car's own on-board charging module controls the charge rate.
@@WeberAuto That's not really the SoC, although of course the car does slow and stop charging as SoC increases. Requested charge rate depends on SofC, but also battery temperature and possibly other factors.
I'm thinking of trying to future proof my EV charger installation.
Domestic EV charger installers in the UK are currently specifying 6mm² 30A cable for the supply from the distribution board. Is it likely that chargers will be requiring higher capacity supply cables in the foreseeable future, and if so what would be a likely size 10mm², 16mm²?
Good question. Bigger sizes will get you further into the future. Best wishes.
Is the video supposed to be like this? Seems like it is speeded up
Thanks, yes I sped it up 15% because I thought I was talking too slow. I won’t do that anymore.
Prof. Kelly don't worry we can speed it up trough the youtube options. If you really are concerned with the speed of your talk just speed up only the parts where you are really slow. However I still much prefer slow talk over constant jumpcutting as other youtubers do.
@@WeberAuto No offense but I always put your videos on 2x speed back when you used to upload haha, so it's better for me now that it's sped up even more. Nothing to do with your talking speed, but the quicker i can intake all the knowledge is better.
@@WeberAuto Much better at a natural pace.
@@WeberAuto I'd imagine there's people wathing this whose first language isn't English, and as one of them, I appreciate the usual pace of your videos. Not so much brain power required to understand the langugae, and more available to understand the subject at hand. The level of detail in your videos is unrivalled and your natural pace is perfect for understanding complex structures and mechanisms. And youtube can speed things up if needed. I actually slowed this down to .75 and was perfectly happy with the resulting speed. Sound quality did take a hit though.
I have owned my '21 Bolt EV for 6 months and never used a DC fast charger. I am researching now where they are and considering purchasing a Tesla to J1772 adapter. I have heard there may be some issues with the "hand shake" that allows proper communication between charger and on board electronics. Trip planning is like being a pilot.
Is the thrust of this video that Tesla call it Level 3 and the SAE call it something else but they are the same? Is it just a labelling problem?
No, Tesla calls their supercharger charging levels "Versions" V1, V2, V3 for different hardware versions. That is different than the SAE. Thanks.
I hope some day we can get into the PLC communication conversation that takes place during DC Fast Charging. As you mentioned, the National Electrical Code recognizes that EVSE can export power from the vehicle, not just charge the vehicle. That is a project I am currently working on.
I hope we get there too. Best wishes
Thank you, excellent explanation about the levels and variety of charging devices.
Thank you!
2018 Chevrolet Volt OBCM Can that be swapped for the 7.2kw from the 2019 volt?
There may be a video, the LEAF was able to accept a dual charger similarly
Thank you doctor for this beneficial informational, i always watch all of your videos ،i learn a lot of from you، I wish you always happy and healthy.
Thank you!